Heating system and process for influencing air flows in a heating system

ABSTRACT

A heating system for heating air, especially for heating the interior of a motor vehicle, with a first heater ( 10 ), a second heater ( 12 ), and a flow path between the first heater ( 10 ) and the second heater ( 12 ), there being at least one auxiliary fan ( 50 ) with which a flow in the direction from the second heater ( 12 ) to the first heater ( 10 ) can be produced and a process for influencing the air flows in the heating system are designed to counteract overpressurization. Furthermore, an air heater and a process for detecting backflowing hot air through an air heater use a temperature sensor in an inlet area of the heater for that purpose.

BACKGROUND OF THE INVENTION

[0001] 1. Field of the Invention

[0002] The invention relates to a heating system for heating air,especially for heating the interior of a motor vehicle, with at least afirst heater, at least a second heater, and at least one flow pathbetween the first heater and the second heater. The invention alsorelates to a process for influencing air flows in a heating system forheating air, especially for heating the interior of a motor vehicle,with at least one first heater, at least one second heater, and at leastone flow path between the first heater and the second heater.Furthermore, the invention relates to an air heater with a burner, aheat exchanger, an air inlet area, an air exit area, a control deviceand a temperature sensor which is located in the air inlet area, thetemperature in the air inlet area being monitored by means of thetemperature sensor which is located in the air inlet area. The inventionlikewise relates to a process for detecting hot air flowing back throughan air heater.

[0003] 2. Description of Related Art

[0004] The use of generic heating systems and generic processes known,especially in the motor vehicle art. Such heaters are characterized bythe interaction of a first heater—the motor vehicle heater or acombination of the motor vehicle heater and air conditioner—and a secondheater, the auxiliary air heater. The motor vehicle heater or thecombination of the motor vehicle heater and air conditioner is calledthe “front box.” The combination of motor vehicle heater and airconditioner is also known as HVAC (Heat, Ventilation. & AirConditioning). When in the description of the prior art and in thedescription of the invention a motor vehicle heater is addressed below,combinations of a motor vehicle heater with an air conditioner are alsoalways intended.

[0005]FIG. 14 schematically shows the structure of a system of the priorart. A motor vehicle heater 110 with an air inlet 138 (which is notshown in detail) is connected to a mixing chamber 114. Furthermore,there is an auxiliary heater 112 which has an air inlet 136. Theauxiliary heater 112 is also connected to the mixing chamber 114. Themixing chamber 114 has several air channels 140 for the emergence ofair. Generally, in the mixing chamber 114, it is possible to reroute thevolumetric flow entering there via flaps into the different air channels140 or to close the air channels 140. In this way, the user is able toundertake various settings for climate control of the interior of themotor vehicle.

[0006] In normal operation of the heating system shown in FIG. 14, anair flow 142 emerges from the motor vehicle heater 110 and enters themixing chamber 114. Likewise, an air flow 144 emerges from the auxiliaryheater 112 and enters the mixing chamber 114. As a result of these airflows 142, 144, which are inherently independent of one another,counter-coupling can result which can lead, for example, to acounterpressure 146 against the flow 144 of the auxiliary heater 112. InFIG. 14, the counterpressure 146 is a small amount so that properoperation of the heating system is possible.

[0007]FIG. 15 shows a system with a structure which corresponds to thatfrom FIG. 14. In contrast to the operating state which is shownschematically in FIG. 14, the heating system as shown in FIG. 15 doesnot work properly. This results from the increased counterpressure 146which, in this case, is so great that it causes a reversal of the airflow 144.

[0008] The formation of the operating states shown in FIG. 14 and inFIG. 15 and the resulting problems are explained below.

[0009] The motor vehicle heater has a fan which blows air into themixing chamber with a high volumetric flow and relatively low pressurestiffness. The term pressure stiffness is defined as the potential of apressure build-up. A high pressure stiffness stands, for example, forthe potential to apply a high pressure. The fan of the motor vehicleheater can be controlled continuously or in stages, and this control canbe undertaken especially independently of the thermodynamic states inthe heating system.

[0010] In addition, the auxiliary heater has a fan. The latter, incontrast to the fan of the motor vehicle heater, is relativelypressure-stiff, but with a smaller volumetric flow being produced. Incurrent auxiliary heaters, the fan of the auxiliary heater, inprinciple, cannot be controlled independently of the heat output of theauxiliary heater. When more heat output is required, the volumetric flowis also increases and vice versa. Based on the change of the volumetricflow of the auxiliary heater, however, the pressure stiffness alsochanges. The blow-out temperature on the auxiliary heater is dependent,among others, on the resistances opposing the auxiliary heater. For ahigh resistance, this can lead to an elevated blow-out temperature whichis limited by adjusting the auxiliary heater down or turning it off.

[0011] Therefore, for operation of the auxiliary heater, it is ideal ifit can run at low outside temperatures, with high heat outputs, i.e.,high volumetric flows, and thus, high pressure stiffness. The auxiliaryheater can then react to the fan of the motor vehicle heater, especiallywhen the latter is operated at low fan stages or if only a few flaps inthe mixing chamber are closed.

[0012] The problem arises when the auxiliary heater must reduce the heatoutput as a result of rising temperatures. Based on the above describedregularities, then the pressure stiffness, and moreover, the possibilityof adequately reacting to the motor vehicle fan decrease, a stateresults in which the resistance for the auxiliary heater becomes higherand higher, and the auxiliary heater continually adjusts the heat outputdown. This can lead to the counterpressure which is produced by themotor vehicle heater fan being higher than the pressure of the auxiliaryheater. This state is also called overpressurization. The heat of theauxiliary heater can then no longer be delivered. In the extreme case,it is transported in the opposite direction. This can lead to the factthat the overheating protection generally located in the outlet area ofthe auxiliary heater can be shut down. Furthermore, serious damage tothe entire system can occur, for example, in the inlet area or on thecontrol device of the auxiliary heater.

SUMMARY OF THE INVENTION

[0013] Therefore, a primary object of the present invention is toprovide a heating system and a process which eliminate theaforementioned disadvantages and which especially preventoverpressurization in the heating system.

[0014] This object is achieved with the features of the inventiondescribed below.

[0015] The invention is based on a generic heating system in that thereis at least one auxiliary fan with which a flow can be produced in thedirection from the second heater to the first heater. This makes itpossible to increase the volumetric flow or the pressure from the secondheater in the direction of the motor vehicle heater to such an extentthat the second heater is not overpressurized under any conditions.Furthermore, there is no need to dam the flow connection between thesecond heater and the motor vehicle heater, stable and careful heateroperation being ensured nevertheless. In this way, even at low rpm ofthe second heater, overpressurization can be prevented. In the secondheater, on the average, lower temperatures prevail so that thecomponents are less stressed. Uniform operation of the second heater,which requires especially fewer control cycles, can take place by whichthe burner in the second heater is less stressed. Furthermore, the heatenergy contribution of the second heater can be increased since themaximum heat output becomes greater. A cleaner start and burnout cyclecan be ensured. Since it is not necessary to interrupt the flowconnection between the first heater and the second heater, the heatenergy from the second heater is always optimally used.

[0016] The invention develops its advantages especially in that thefirst heater is the motor vehicle heater and that the second heater isthe auxiliary heater. The invention can be used advantageously for theinterplay of heaters in any environment. Special advantages arisehowever when used in a motor vehicle. There, auxiliary heaters are oftencombined with motor vehicle heaters or with motor vehicle heatingsystems which are already in use. The invention enables easy integrationby making available stable flow conditions of the auxiliary heater whichis to be incorporated in the vehicle system.

[0017] Preferably, there is at least one mixing chamber which air canenter which has flowed out of at least the first heater and out of atleast the second heater. Such a mixing chamber can be used to route airwith a uniform temperature into the interior of the motor vehicle. Theconnection of the motor vehicle heater to the auxiliary heater generallytakes place via this mixing chamber, and then problems inoverpressurization can also occur. In particular, a mixing chamber oftenhas flaps with which channels can be entirely or partially closed sothat the counterpressure against the flow from the auxiliary heater canbe very high.

[0018] It is especially advantageous that the auxiliary fan is locatedupstream of the second heater. This position is preferable since, inthis way, the auxiliary fan is not exposed to thermal stress. Likewise,it is possible for the auxiliary fan to be moved into the area of theair inlet of the auxiliary heater. However, it is also within the scopeof this invention to place an auxiliary fan behind the auxiliary heater.This is possible especially when an auxiliary fan is chosen whichwithstands higher thermal stress.

[0019] In another, especially preferred embodiment, the heating systemin accordance with the invention is developed such that the auxiliaryfan can be actuated depending on the output signal of a control device.Such a control device can incorporate numerous input data in thedecision whether to actuate the auxiliary fan. Here, input signals areconsidered which are linked directly to the heating system. However,also other signals can be evaluated, for example, CAN bus signals.

[0020] It is especially advantageous that, to detect the pressure statesin the heating system, there is at least one pressure sensor forgenerating an input signal for the control device. Such a pressuresignal can be produced, for example, by a pressure differential sensor,the difference between the pressure upstream of the auxiliary heater andthe pressure in or downstream of the auxiliary heater being measured.When the pressure difference is too high, there is a high probability ofoverpressurization, so that measures can be initiated by the controldevice, for example, the auxiliary fan can be connected. It is alsopossible for damming to occur at low pressures. Likewise, for example,at high rpm, there can be a high pressure without damming.

[0021] In the same sense, it is preferred that, to detect the pressurestates in the heating system, there is at least one pressure sensor forgenerating an input signal for the control device, temperature signalscan be evaluated, for example, by gradient evaluation. If thetemperature sensor is installed, for example, in the vicinity of theoutput of the auxiliary heater, in the case of overpressurization, asudden temperature drop can occur in the area of this temperaturesensor. Since such a temperature drop could not be present at a uniformor increasing heat output without the presence of overpressurization,overpressurization can be concluded from the temperature drop. Likewise,it is possible to install several temperature sensors in the area of theauxiliary heater and to draw conclusions regarding a possibleoverpressurization from the three-dimensional temperature variation.

[0022] It is especially preferred that the auxiliary fan can becontrolled. This control can take place continuously or in steps, thesecontrol tasks preferably being assumed by the control device of theauxiliary heater. It is likewise possible to provide control which takesplace in increments or which is continuous. In another operating mode,the system can be designed such that the auxiliary fan is only turned onor off. To do this, for example, a relay can be used.

[0023] It can likewise be advantageous for the auxiliary fan to beactuated directly depending on the output signal of the temperaturesensor. Such a temperature sensor can be, for example, a bimetalliccomponent so that triggering of the auxiliary fan can take placeindependently of the control device.

[0024] The invention is based on the generic process in that at leastone auxiliary fan produces a flow in the direction from the secondheater to the first heater. In this way, the properties explained inconjunction with the heating system and the advantages of the inventionare also implemented within the framework of the process. This likewiseapplies to the embodiments of the process indicated below.

[0025] The invention develops its advantages especially in that thefirst heater is the motor vehicle heater and that the second heater isthe auxiliary heater.

[0026] Preferably, there is at least one mixing chamber which air canenter which has flowed out of at least the first heater and out of atleast the second heater.

[0027] It is especially advantageous that the auxiliary fan is actuateddepending on the output signal of the control device.

[0028] In the aforementioned connection, it is especially advantageousthat pressure states in the heating system are detected by at least onepressure sensor and that a pressure-dependent input signal for a controldevice is produced.

[0029] In the same sense, it is preferred that temperature states in theheating system are detected by at least one pressure sensor and that apressure-dependent input signal for a control device is produced.

[0030] Furthermore it can useful for the auxiliary fan to be controlled.

[0031] In another useful embodiment of the process of the invention, itis provided that the auxiliary fan is actuated directly depending on theoutput signal of the temperature sensor.

[0032] It can be useful for the auxiliary fan to be turned on and offwhen the second heater is turned on and off. The auxiliary fan istherefore used only for support for the fan of the second heater andespecially only during heating operation of the second heater.

[0033] However, it can also be useful for the auxiliary fan to be turnedon and off when the first heater is turned on and off. Since there isthe danger of overpressurization of the heating system during theturn-on phase of the first heating system, such an operating mode of theauxiliary fan can be efficient.

[0034] In another version, the auxiliary fan is turned on whenoverpressurization of the heating system is detected. In this way, theoperating time of the auxiliary fan is minimized since it is only turnedon when the state for which the heating system with an auxiliary fan isdesigned is present.

[0035] The invention is based on a generic air heater in that when aboundary value is exceeded by a temperature-dependent quantity, theburner is transferred into a state with lower heat output. In this way,the temperature sensor which is used in normal operation to determinethe air inlet temperature is used in the air inlet area of the airheater to determine the backflow of heated air. This takes place viadetermination of a temperature-dependent quantity. If thistemperature-dependent quantity exceeds a certain boundary value,countermeasures can be taken in which especially the burner istransferred into the state with lower heat output. Consequently,undesirable overheating of electronic components, for example, in thearea of the control device, is opposed.

[0036] For example, the air heater of the invention can be used suchthat, when the boundary value is exceeded by the temperature-dependentquantity, the burner is turned off. Consequently, further heating of hotair is minimized, by which an especially effective countermeasure ismade available.

[0037] Furthermore, within the framework of this invention, it can beprovided that the temperature-dependent quantity is the temperaturegradient over time so that when the maximum positive temperaturegradient is exceeded, the burner is turned off. The rate of temperatureincrease can therefore be used as the criterion since a more or lesssudden temperature rise indicates incipient flow reversal. Therefore, bymonitoring the temperature gradient, a countermeasure against flowreversal or against overheating of the components in the entry area canbe taken.

[0038] Likewise, alternatively or in addition to the gradientevaluation, it is possible for the temperature-dependent quantity to bethe temperature itself so that when the maximum temperature is exceeded,the burner is turned off. For example, if the temperature in the area ofthe temperature sensor in the air inlet area increases only slowly, thisyields additional safety.

[0039] It is likewise possible for aftercooling to be carried out withor after transfer of the burner into a state with lower heat output.This aftercooling results in that components which may already be in thecritical temperature state can be re-cooled quickly so that afterwardsit is possible to pass back into normal burner operation.

[0040] Moreover, the invention includes a process for detectingbackflowing hot air through an air heater in which the temperature inthe air inlet area is monitored by a temperature sensor which is locatedin the air inlet area and when a boundary value is exceeded by thetemperature-dependent quantity the burner of the air heater istransferred into the state with lower heat output. In this way, theadvantages described in conjunction with the air heater of the inventionare also realized within the framework of a process. This also appliesto the advantageous embodiments of the process of the inventionindicated below for detecting the back-flowing hot air.

[0041] The process in accordance with the invention is especiallyadvantageous when the burner is turned off when the boundary value isexceeded by a temperature-dependent quantity.

[0042] It is likewise especially useful if the temperature gradient overtime is used as the temperature-dependent quantity so that when amaximum positive temperature gradient is exceeded the burner is turnedoff or is transferred into the state with lower heat output.

[0043] Furthermore, the process according to the invention. can beespecially advantageously designed so that, in addition or alternativelyto the gradient evaluation as the temperature-dependent quantity, thetemperature itself is used so that when a maximum temperature isexceeded the burner is turned off.

[0044] Likewise, within the framework of the process of the invention,it can be useful to carry out aftercooling with or after the transfer ofthe burner into the state with low heat output.

[0045] The invention is based on the finding that overpressurization andthe associated problems in the area of an auxiliary air heater can beovercome by providing an auxiliary fan. In this way, it can be ensuredthat the volumetric flow and the pressure stiffness in the directionfrom the second heater to the first heater are always sufficient toovercome the counterpressure which is produced by the motor vehicleheater. Flow reversal within the air heater can be detected, forexample, using the evaluation of a temperature gradient over time.

[0046] The invention is explained by way of example with reference tothe accompanying drawings using preferred embodiments.

BRIEF DESCRIPTION OF THE INVENTION

[0047]FIG. 1 shows a schematic of part of a heating system with achangeover damper;

[0048]FIG. 2 shows a schematic of part of a heating system with a secondembodiment of a changeover damper;

[0049]FIG. 3 shows a perspective of the second embodiment of achangeover damper;

[0050]FIG. 4 shows a schematic of part of a heating system with thesecond embodiment of a changeover damper during a first flow state;

[0051]FIG. 5 shows a schematic of part of a heating system with thesecond embodiment of a changeover damper during a second flow state;

[0052]FIG. 6 shows a schematic of the heating system with an auxiliaryfan;

[0053]FIG. 7 shows a diagram in which the differences of the pressuresupstream and downstream of the auxiliary air heater or motor vehicleheater system are plotted against the volumetric flow;

[0054]FIG. 8 shows a schematic of a heating system with a nonretum flap;

[0055]FIG. 9 shows three perspectives of a nonretum flap in differentperspectives or installation states;

[0056]FIG. 10 shows a schematic of an auxiliary air heater with apressure differential sensor;

[0057]FIG. 11 shows a schematic of an auxiliary air heater withtemperature sensors;

[0058]FIG. 12 shows a schematic of an air heater in accordance with theinvention;

[0059]FIG. 13 shows a flow chart for explanation of a process inaccordance with the invention for detecting the backflowing of hot airthrough the air heater;

[0060]FIG. 14 shows a schematic of a heating system of the prior artwith a noncritical flow state; and

[0061]FIG. 15 shows a schematic of a heating system of the prior artwith a critical flow state.

DETAILED DESCRIPTION OF THE INVENTION

[0062] In the following description of the drawings the same referencenumbers label the same or comparable components. Furthermore, in thefollowing, the term “motor vehicle heater” means a heater that is partof the heating system of a motor vehicle and utilizes heat from thevehicle engine as its heat source, while the term “auxiliary heater” isused to mean a heater that does not utilize heat from the vehicle engineas its heat source but rather produces heat independent of the vehicleengine via, for example, a fuel-fired burner.

[0063]FIG. 1 shows a schematic of a heating system with a firstembodiment of the changeover damper 18. A motor vehicle heating system10 with an air inlet 38 (which is not shown in detail) is connected tothe mixing chamber 14. Furthermore, there is an auxiliary heater 12which has an air inlet 36. The auxiliary heater 12 can also be connectedto the mixing chamber 14. The mixing chamber 14 has several air channels40 for the emergence of air. Generally, in the mixing chamber 14, it ispossible to reroute the volumetric flow entering there via dampers intothe different air channels 40 or to close the air channels 40. In thisway, the user is able to undertake numerous settings for climate controlof the interior of the motor vehicle.

[0064] Furthermore, in the connecting area between the auxiliary heater12 and the mixing chamber 14, which is also the connecting area betweenthe auxiliary heater 12 and the motor vehicle heater 10, there is anexhaust opening 16. In the area of this exhaust opening 16, thechangeover damper 18 is hinged.

[0065] The changeover damper 18 is shown in two states and thereforewith broken lines. In the first operating state, the changeover damper18 closes the exhaust opening 16 and there is a connection between theauxiliary heater 12 and the mixing chamber 14 or the motor vehicleheater 10. In the second operating state, the changeover damper 18closes this connection between the auxiliary heater 12 and the mixingchamber 14; the exhaust opening 16 is conversely cleared. The heatingsystem with the first state of the changeover damper 16 correspondstherefore in flow engineering terms, in principle, to the heating systemof the prior art which was explained using FIGS. 14 & 15. This firststate of the changeover damper can therefore be assumed when theallowable flow state is present, as was explained using FIG. 14,especially therefore when there is no overpressurization by acounterpressure 46 which ultimately results from the emerging air 42from the motor vehicle heater 10. In this case, the flow 44 from theauxiliary heater 12 has sufficient pressure stiffness to reach themixing chamber 14. If the counterpressure 46 however increases so thatultimately a reversal of the flow 44 from the auxiliary heater 12 couldoccur, the changeover damper 18 closes the connection between theauxiliary heater 12 and the mixing chamber 14 or the motor vehicleheating system 10 and clears the exhaust opening 16. The flow 44 fromthe auxiliary heater 12 can then emerge through the exhaust opening 16.Thus, the auxiliary heater 12 which is strongly heated from time to timecan cool off.

[0066] Switching of the changeover damper 18 can take place, forexample, by an electrical servomotor (not shown) which is activated bythe output signal of a control device (not shown). This control devicecan process a host of input signals, for example, pressure ortemperature at different positions of the heating system. If, after acertain time of discharge of the flow 44 from the auxiliary heater 12through the exhaust opening 16, it can be assumed that the auxiliaryheater 12 is sufficiently cooled off, the changeover damper 18 can bereturned to the first state since the pressure stiffness of the flow iswith a certain probability enough to be able to overcome thecounterpressure 46.

[0067]FIG. 2 shows a schematic of part of the heating system with asecond embodiment of a changeover damper 20. The changeover damper 20which is activated by flow mechanics in this example is located in theconnecting line between the motor vehicle heater 10 or the mixingchamber 14 and the auxiliary heater 12. It is located therefore in thearea of the flow 44 which is produced by the auxiliary heater and of thecounterpressure 46 which is produced by the fan of the motor vehicleheater 10. The changeover damper 20 has a first area 26 which projectsinto the flow area. A second area 28 is used to close or clear theexhaust opening 16. The changeover damper 20 is furthermore equippedwith a cover 32 on its first area 26 which is made here as elastomertabs. The changeover damper 20 is hinged by means of an axle 34.

[0068]FIG. 3 shows a perspective of the second embodiment of achangeover damper 20. One possible configuration of the changeoverdamper 20 can be recognized. Here, the first area 26 and the second area28 form an L-shaped structure in cross section, the angle included bythe first area 26 and the second area 28 being greater than 90°. Thefirst area 26 furthermore has an opening 30. This opening can be clearedor closed by the cover 32. Based on the forces which actflow-mechanically on the changeover damper 20, the changeover damper 20can be pivoted around the axle 34 by the hinged support.

[0069]FIG. 4 shows a schematic of part of a heating system with thesecond embodiment of a changeover damper 20 during its first flow state.In the flow state shown here, the counterpressure 46 of the motorvehicle heater 10 is low. Thus, the auxiliary heater 12 can form a flow44 in the correct direction. The changeover damper 20 is pressed in thisway in the direction of the motor vehicle heater system 10 or the mixingchamber 14 and the cover 32 which acts as a nonreturn flap opens. Thesecond area 28 of the changeover damper 20 closes the exhaust opening16. So that unintentional opening of the exhaust opening 16 does notoccur, although correct operation in itself can take place, the surfacesinvolved in the flow mechanics, i.e., the first area 26, the second area28 and the cover 32, are matched accordingly to one another.

[0070]FIG. 5 shows a schematic of part of the heating system with thesecond embodiment of a changeover damper 20 during a second flow state.This flow state is achieved when the counterpressure 46 which comes fromthe direction of the motor vehicle heater 10 or the mixing chamber 14rises. If this is the case, the nonreturn flap 20 closes increasingly.If the counterpressure 46 becomes so great that the flow 44 from theauxiliary heater 12 can no longer take place in the correct direction,the nonreturn flap 20 is completely closed. The building dynamicpressure forces the changeover damper 20 to flip over. Likewise, thecover 32 which acts as a nonreturn flap closes the opening (30, FIG. 3)of the first area 26 of the changeover damper 20. When the pressure 46of the motor vehicle heater 10 drops, the flow 44 or the overpressurecaused thereby on the nonreturn flap 20 forces it in turn to flip overin the other direction.

[0071]FIGS. 1, 2, 4 and 5 show the changeover dampers 18, 20 always inthe connecting area between the mixing chamber 14 and the auxiliaryheater 12. This is the preferred position of the changeover dampers 18,20. Other positions are also possible, for example, directly at theoutput of the auxiliary heater 12 or in the area of the mixing chamber14 or the motor vehicle heater 10.

[0072]FIG. 6 shows a schematic of a heating system with an auxiliaryfan. The heating system corresponds in many parts to the heating systemas shown in FIG. 1 or the heating system of the prior art as shown inFIGS. 14 & 15. In addition, in the flow direction upstream of theauxiliary heater there is an auxiliary fan 50 which produces anauxiliary flow 52. In this way, it is possible to increase thevolumetric flow or the pressure of the auxiliary heater to such anextent that the auxiliary heater 12 is not overpressurized under anyoperating conditions. Furthermore, damming is not necessary to ensurestable and careful heater operation. Thus, even at low rpm of theauxiliary heater 12 overpressurization can be prevented. In theauxiliary heater 12, on the average, lower temperatures prevail so thatthe components are less stressed. More uniform operation of theauxiliary heater 12 which requires especially few control cycles cantake place, by which the burner in the auxiliary heater 12 is lessstressed. The thermal energy contribution of the auxiliary heater 12 canbe increased since the maximum heat output becomes greater. Furthermore,a cleaner starting and burnout cycle can be ensured. Since there neednot be any damming and associated with it any exhaust opening, lessthermal energy is lost.

[0073] In the heating system as shown in FIG. 6, it is fundamentallypossible to provide the auxiliary fan 50 with a turn-on or turn-offfunction. This enables especially simple triggering, for example, via arelay. However, it is also possible to continuously control theauxiliary fan 50. This can be done directly by the heater controldevice. In the case of turn on-turn off control, i.e., without rpmchange, the heater control device can generate an implementation signal.It is likewise possible to form this signal via an additionaltemperature sensor, for example, a bimetallic component.

[0074] Interventions into the operation of the auxiliary fan 50 can takeplace under different assumptions. The auxiliary fan can, for example,always be turned on when the heating device is turned on. In anothercase, turning on the auxiliary fan 50 can be made dependent on turningon the motor vehicle heater 10. Likewise, it can be provided that onlyin the case of overpressurization or damming, is the auxiliary fanconnected.

[0075] In FIG. 6, the position of the auxiliary fan 50 upstream of theauxiliary heater 12 is shown. This position is preferable since, in thisway, the auxiliary fan 50 is not exposed to thermal stress. It is alsopossible to move the auxiliary fan 50 into the area of the air inlet 36.If an auxiliary fan 50 is chosen which withstands a certain thermalstress, it is also possible to place the auxiliary fan 50 downstream ofthe auxiliary heater 12, i.e., between the auxiliary heater 12 and themixing chamber 14.

[0076]FIG. 7 shows a diagram in which the differences of the pressuresupstream and downstream of the auxiliary air heater or the motor vehicleheater are plotted against the volumetric flow. These fancharacteristics should in part be viewed only qualitatively. Curve ashows the characteristic of a fan of a motor vehicle heater at a highstage. Curve b shows the characteristic of a comparatively small fan ofan auxiliary heater at a relatively low rpm; curve c shows thecharacteristic of the same fan at elevated rpm. Curve d shows thecharacteristic of a larger fan at a relatively low rpm; curve e showsthe characteristic of the same fan at elevated rpm.

[0077] Characteristics b, c, d of the auxiliary heating fans which donot intersect the characteristic a of the motor vehicle heater fanindicate that the fan of the auxiliary heaters, at the respective rpm,cannot overcome the counterpressure of the motor vehicle heater. Thisleads to overpressurization of the heater.

[0078] Characteristic e of the auxiliary heating fan intersects thecharacteristic a of the motor vehicle heater fan. This means that, atthe indicated rpm, the auxiliary heater fan can apply a higher pressurethan the motor vehicle heater fan, and in doing so, furthermore, candeliver hot air in the correct direction. Therefore, overpressurizationof the heating system cannot occur. The smaller auxiliary heating fanaccording to characteristics b and c cannot react to the motor vehicleheater fan either at low or high rpm. Regardless of the rpm,overpressurization of the heating system occurs. For a larger fan, thisoverpressurization takes place only at low rpm according tocharacteristic d.

[0079] In any case, it should be noted that the indicatedcharacteristics are cold characteristics so that, even when using alarge auxiliary heater fan, it is a good idea to use an auxiliary fan.This is because, in heating operation, the indicated high pressuresbetween 6 and 7 millibars cannot build up, since the volumetric flowalso decreases with increasing counterpressure, and thus, the hot airtemperature rises. At maximum pressure, the heat of the heat exchangercan no longer be dissipated, overheating and thus overheating shut-offoccur. Moreover, it should be watched that the auxiliary heater is alsoshut off or adjusted down from time to time at lower counterpressures;this is accompanied by a drop in the rpm of the auxiliary heater fan.This entails the danger of overpressurization of the heating system. Instarting operation the fan of the auxiliary heater cannot generally beoperated at full load so that, with respect thereto, likewise anauxiliary fan is useful to prevent overpressurization of the heatingsystem.

[0080]FIG. 8 shows a schematic of a heating system with a nonreturnflap. The heating system shown corresponds to a large extent to theheating system of the prior art as shown in FIGS. 14 & 15 or the heatingsystems which were explained in conjunction with FIGS. 1 to 6. However,in this embodiment, there is no auxiliary fan (50, FIG. 6) or anyexhaust opening (16, FIG. 1), and no changeover damper (18, FIG. 1).Auxiliary components are a nonreturn flap 56 between the auxiliaryheater 12 and the mixing chamber 14 or the motor vehicle heater 10 andan additional temperature sensor 58 at the inlet area of the auxiliaryheater 12. The additional temperature sensor 58 can be attached directlyto the control device of the auxiliary air heater 12. Preferably thesensor should be located freely in the air flow, in order to achieve aslittle inertia as possible. The connections and possible plugs on thetemperature sensor should however be made watertight.

[0081] In the heating system shown in FIG. 8, the overpressurization ofthe heating system is counteracted as follows. The nonreturn flap 56allows flow from the auxiliary heater 12 into the mixing chamber 14 whenthe pressure conditions allow normal operation. If overpressurization ofthe heating system by increased counterpressure 46 occurs, total dammingof the auxiliary heater 12 by the nonreturn flap 56 occurs. Atemperature sensor (not shown) which is generally provided anyway in theauxiliary heater 12 recognizes this total damming as a result of thetemperature rise which takes place and shuts off the auxiliary heater12. The additional temperature detector 58 of the auxiliary heater 12 isused as a redundant safety element. Specifically, if the nonreturn flap56 is defective, and thus, overpressurization of the heating systemoccurs, from time to time a temperature sensor located, for example, inthe outlet area of the auxiliary heater 12 cannot ascertain atemperature rise. In the area of the temperature detector 58, at theentry area of the auxiliary heater 12, however the backflowing air willbe sufficiently heated by the auxiliary heater 12 so that thetemperature rise can be used as a reliable indicator foroverpressurization. Depending on the states of other motor vehiclecomponents, in the control device of the auxiliary heater 12 differentprogram executions can be handled.

[0082] For example, if the ignition of the motor vehicle and/or themotor vehicle heater 10 are turned on, when the burner is turned off therpm of the auxiliary heater 12 can be raised so far that in any case asufficient amount of air can be made available for cooling thecomponents in the intended direction. In other words: the control pauserpm of the auxiliary heater 12 is set up from a low value, preferably to100%. If conversely the ignition of the motor vehicle or the motorvehicle heater 10 is turned off, the especially strong rpm increase ofthe auxiliary heater 12 is abandoned; this is associated with a lowernoise development. In other words: a “normal” control pause with acontrol pause rpm of roughly 15 to 30% of the full load rpm takes place.The transfer of the auxiliary heater fan 12 to the control pause cantake place instead of a likewise usable fault interlock. Here it ispreferred that the heater 12 can execute only a limited number ofsuccessive transitions to a control pause. Afterwards the heater istransferred into a state with fault interlock.

[0083] In the system shown in FIG. 8, in addition, it can be providedthat, on the blow-out side of the auxiliary air heater 12, there is acooling opening which is preferably closed with a so-called duckbill.This makes it possible for at least a little air transport to take placewith total damming of the auxiliary heater 12 and the resulting highpressure in the system and the heated air to be kept away from sensitivecomponents. If, at the same time, the opening is made as a hole at thecorrect location, it can be used as a drain for condensation water.

[0084]FIG. 9 shows three perspective views of a nonretum flap in variousperspectives or installation states. Common to the three examples ofnonreturn flaps 56 shown is that there is a lattice-shaped carrier withone or more elastic tabs located thereon. The tabs can completely coverthe lattice-shaped carrier.

[0085]FIG. 10 shows a schematic of an auxiliary heater 12 with apressure difference sensor 22. Furthermore a control device 60, a fan 62and a heat exchanger 70 are shown. On the control device 60, a pressuredifference sensor 22 is mounted and is connected via a pressure line 64to the area upstream of the auxiliary heater 12, i.e., the inflow area.The pressure difference sensor 22 is thus able to measure the differenceof the pressure 66 upstream and the pressure 68 downstream of theauxiliary heater 12. This signal can be input directly to the controldevice 60. If an overly large pressure difference is established,depending on the embodiment of the remaining heating system, aconclusion regarding overpressurization or damming is drawn. Theauxiliary heater 12 is then turned off or shifted into another operatingmode.

[0086] Other possibilities for detection of overpressurization involveusing a wind direction sensor or a flow sensor. It can detect the flowdirection, and processes can be used which are based on an impeller, oncalorimetric determination via a heated wire or on ultrasound.Furthermore the rpm change of the fan can be used as an indicator foroverpressurization since the rpm rises as soon as the heater is dammedor overpressurized. This rise of the fan rpm can be detected andevaluated via the heater control device 60.

[0087]FIG. 11 shows a schematic of an auxiliary heater 12 with severaltemperature sensors 24, and otherwise a structure similar to FIG. 10 canbe recognized. These temperature sensors 24 are located at differentpositions of the auxiliary heater 12. The information of the varioustemperature detectors 24 can be used differently. There are, forexample, operating conditions under which, in the case ofoverpressurization, the temperatures of the temperature sensor 24 in thearea of the control device 60 and of the middle temperature sensor 24rise, while the temperature of the temperature sensor 24 in the area ofthe output of the auxiliary heater 12 drops. This state can be used, forexample, as an indicator for overpressurization. Likewise, the change oftemperature on the temperature detectors over time can be used withinthe framework of gradient evaluation. A positive gradient evaluation canbe used, specifically with respect to those temperature sensors 24 inwhich in the case of overpressurization a temperature increase can beexpected. For other temperature sensors 24, in which a drop of thetemperature in the case of overpressurization can be expected, anegative gradient evaluation can be used. It must be considered that, inspecial operating states of the heater, for example, at the start ofoperation in the cooled state, certain secondary conditions prevail.

[0088] For example, at the start of operation, hot air from the interiorcan be suddenly supplied to a thoroughly cooled heater, by which a hightemperature gradient is determined. It would be erroneous to use this asan indicator for overpressurization. Likewise, initial indications of atemperature increase on the overpressurization sensor should not beconverted directly into measures against overpressurization. Rather,repeated measurements of the measured values should be used or differentmeasured values which are redundant should be used as the criterion fora countermeasure to overpressurization.

[0089] Depending on the system used, to prevent overpressurizationexternal influencing factors can play a major part. In particular, whenthe temperature is evaluated it can be a good idea to include theoutside temperature, the intake temperature, the on state of the vehicleheater, the degree of damming of the intake heater and/or the priorstate of the vehicle heater when considering measures. Then differentoperating modes of the system result from any combinations of theseinfluencing factors.

[0090]FIG. 12 shows a schematic of an air heater 210 in accordance withthe invention. The air heater 210 comprises a heat exchanger 270 and atemperature sensor 224 which is located in the area of the heatexchanger 270. This temperature sensor 224 is used within the frameworkof conventional overheating protection of the air heater 210. Within theheat exchanger 270 there is a burner (not shown). Furthermore, the airheater 210 comprises a control device 260 and a hot air rotor or fan 262for delivering the air which is to be heated to the air heater 210. Inthe air inlet area, i.e., especially in the area of the control device260, there is another temperature sensor 258 which is generally usedwithin the framework of temperature determination of the air enteringthe air heater 210. Based on this temperature determination of theentering air, the operation of the air heater 210 can be optimized.

[0091] Within the framework of this invention, the situation isconsidered in which backflow of hot air takes place. This backflow ofhot air can, for example, cool the temperature sensor 224 so that,initially, there is apparently no reason to shut off the burner of theair heater. The hot air flowing in the opposite direction travels intothe area of temperature-sensitive components of the control device 260;this ultimately can lead to damage or failure of the control device 260.

[0092] The invention uses the temperature information which has beenacquired by the temperature sensor 258 in order to avoid such asituation. To do this, for example, the temperature rise over time inthe area of the temperature sensor 258 in the control device 260 can bemonitored. When the boundary value of the gradient is exceeded, theburner is transferred into an operating state with lower heat output asa measure; the burner is, for example, turned off. Optionally,aftercooling can be performed. Likewise, it is alternatively oradditionally possible to take into account the situation caused by theflow reversal when the temperature of the temperature sensor 258 exceedsa certain absolute boundary value.

[0093]FIG. 13 shows a flow chart for explanation of a process inaccordance with the invention for detection of backflowing hot airthrough an air heater. Proceeding from control operation of the controldevice, it is determined within the framework of the process of theinvention whether the temperature gradient (dυ/dt) over time is greaterthan the maximum temperature gradient (dυ/dt)_(MAX). If this is thecase, the heater can, for example, be turned off. In the other case,another check can be carried out; it is checked whether the absolutetemperature υ is greater than the maximum temperature υ_(MAX). If thisis the case, this can also be used as the criterion for shutting off theheater, for example. If not, there is a transition to normal controloperation; this also means that, in turn, the already described checkaccording to the invention takes place subsequently.

[0094] It should be appreciated that, while in connection with FIGS.1-9, arrangements were described in which two heaters are present in acommon flow line, the heater and process of FIGS. 12 & 13 will findapplicability in even single heater environments. That is, backflow canalso be a problem in single heater environments in which a backflow ofair can arise, e.g., due the occurrence of damage to the fan or damageor obstruction of the air flow line.

[0095] The aforementioned description of embodiments of the invention isused only for illustrative purposes and not for purposes of limitationof the invention. Within the framework of the invention, various changesand modifications are possible without departing from the scope of theinvention and its equivalents.

What is claimed is:
 1. Process for influencing air flows in a heatingsystem for heating air, especially for heating the interior of a motorvehicle, comprising the steps of: producing a flow of heated air from atleast one first heater into a flow path; producing a flow of heated airfrom at least one second heater into said flow path; and producing anauxiliary air flow in a direction from the at least one second heatertoward the at least one first heater using at least one auxiliary fan.2. Process according to claim 1, wherein said step of producing anauxiliary air flow is performed in a manner counteringoverpressurization of air flow in said flow path by the flow of heatedair from said at least one first heater relative to the flow of heatedair from said at least one second heater.
 3. Process as claimed in claim1, wherein the at least one first heater is a motor vehicle heater andthe at least one second heater is an auxiliary heater.
 4. Process asclaimed in claim 1, wherein air which has flowed out of at least onefirst heater and air which has flowed out of at least one second heaterenter and mix in at least one mixing chamber located in said flow path.5. Process as claimed in claim 1, wherein the auxiliary fan is actuateddepending on an output signal from a control device.
 6. Process asclaimed in claim 5, comprising the further steps of: detecting pressurestates in the heating system with at least one pressure sensor, andproducing a pressure-dependent input signal with said at least onepressure sensor and providing said pressure-dependent input signal tothe control device.
 7. Process as claimed in claim 5, comprising thefurther steps of: detecting temperature states in the heating systemwith at least one temperature sensor, and producing atemperature-dependent input signal with said at least one temperaturesensor and providing said temperature-dependent input signal to thecontrol device.
 8. Process as claimed in claim 1 wherein the auxiliaryfan is actuated directly depending on the output signal of a temperaturesensor.
 9. Process as claimed in claim 1, wherein the auxiliary fan isturned on when the second heater is turned on and is turned off when thesecond heater is turned off.
 10. Process as claimed in claim 1, whereinthe auxiliary fan is turned on when the first heater is turned on and isturned off when the first heater is turned off.
 11. Process as claimedin claim 2, wherein the auxiliary fan is turned on whenoverpressurization of the heating system is recognized.
 12. Process fordetecting backflowing hot air through an air heater comprising the stepsof: monitoring the temperature in an air inlet area of the heater bymeans of a temperature sensor which is located in the air inlet area andshifting the burner of the air heater into a state with lower heatoutput when a temperature-dependent quantity exceeds a boundary value.13. Process as claimed in claim 12, wherein the burner is turned off bysaid shifting step when the temperature-dependent quantity exceeds theboundary value.
 14. Process as claimed in claim 13, wherein thetemperature gradient over time is used as the temperature-dependentquantity so that when a maximum positive temperature gradient isexceeded, the burner is turned off.
 15. Process as claimed in claim 13,wherein the temperature itself is used as the temperature-dependentquantity so that when a maximum temperature is exceeded, the burner isturned off.
 16. Process as claimed in claim 12, wherein aftercooling iscarried out with or after the burner is shifted into the state withlower heat output.